Pneumatic tire with specified first and second carcass plies

ABSTRACT

A pneumatic tire comprising: first carcass ply that is comprised of; a tire-inner-face part extending along inner face of the tire to span between the tire bead portions; and turned-up parts extended as turned up from outer faces of the tire bead portions up to inside beyond fringes of a belt layer; and second carcass ply that is substantially omitted at between the tire bead portions and extends as being turned up from outer faces of the tire bead portions up to inside beyond fringes of a belt layer; and cords forming the tire-inner-face part, the turned-up part and the second carcass ply having inclination to radial direction of the tire; and direction of the inclination of the cords being alternated in respect of leftward or rightward, between two adjacent ones of the tire-inner-face part, the turned-up part and the second carcass ply.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. application Ser. No.13/827,206, filed on Mar. 14, 2013, now U.S. Pat. No. 9,296,262, theentire contents of which are incorporated by reference, which is basedupon and claims the benefit of priority of the prior Japanese PatentApplication No. 2012-058930, filed on Mar. 15, 2012.

BACKGROUND OF THE INVENTION

Present invention relates to a pneumatic tire having a structure of asemi-radial tire. The invention also relates to a pneumatic tiresuitable for achieving maneuverabilities at high speed, such as turningmaneuverability, braking performance and straight-traveling performance.The invention relates, for example, to a tire for a four-wheel car suchas racing car.

Semi-radial tires (bias belted tires) are occasionally used in order toachieve merits of both of radial and bias tires. Meanwhile, to cope withrequirements of high maneuverability at high speed, investigated areimproving of structures of the carcass and belt layers of pneumatic tireand arranging of a reinforcing layer.

According to a tire proposed in JP2008-024063A (Japan patent applicationpublication No. 2008-024063), two carcass plies are overlaid with eachother to form a carcass layer, in which each cord of one ply is inclinedreversely to that of another ply, and a reinforcing layer is arranged oninner-face side of the tire. In this tire, one carcass ply, which iswound around a tire bead portion prior to the other, extends up to aposition well within outer face of the tire bead portion; and the othercarcass ply extends up to a middle height of a sidewall of the tire.Moreover, the reinforcing layer is arranged in a region starting from aposition well within inner face of the tire bead portion and reachingshoulder portion of the tire. In other words, the reinforcing layer isarranged in a region for exhibiting flexibility of the tire. It isasserted, in JP2008-024063A, that such construction improves maneuveringstability.

According to a tire proposed in JP2007-290578A, in order to improve“traction and side-grip performances”, arranged are two carcass pliesand three reinforcing layers wound around the tire bead portion.JP2007-290578A also shows a tire, in which turned-up end of one carcassply reaches a position inner than a fringe of the belt layer (FIG. 2,“ultra-high turned up construction”).

According to a tire proposed in JP2011-000958A, in order to “enhancemaneuverability of the tire without impairing comfortable ride”; “eachcord of one carcass ply intersects that of another carcass ply to formabiased part and is inclined in opposite directions” between tire's sidefaces respectively coming to inner and outer sides of the of thevehicle, so as to form a symmetrical tire. JP2011-000958A also shows atire, in which the carcass plies arranged “as omitted in a center regionas separated to two regions as distant in tire-width direction”.

BRIEF SUMMARY OF THE INVENTION

A pneumatic tire according to the invention comprises: first carcass plythat is comprised of a tire-inner-face part extending along inner faceof the tire to span between the tire bead portions and turned-up partsextended as turned up from outer faces of the tire bead portions up toinside beyond fringes of a belt layer; and second carcass ply that issubstantially omitted at between the tire bead portions and extends asbeing turned up from outer faces of the tire bead portions up to insidebeyond fringes of a belt layer; and cords forming the tire-inner-facepart, the turned-up part and the second carcass ply have inclination toradial direction of the tire, i.e., an orientation along inner face ofthe tire as perpendicular to tire circumferential direction, which is adirection in parallel with a center line of the tread; and direction ofthe inclination of the cords is alternated in respect of leftward orrightward, between two adjacent ones of the tire-inner-face part, theturned-up part and the second carcass ply.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a sectional view in tire-width direction, showing a pneumatictire of Example 4; and

FIG. 2 is a schematic sectional and perspective view schematicallyshowing a multi-layer structure of an essential part of a pneumatic tireof FIG. 1.

DETAILED DESCRIPTION OF THE INVENTION

In course of continuing investigation for further improvingmaneuverabilities at high speed, such as turning maneuverability,braking performance and straight-traveling performance, the inventor hascome to realize that further improving of tire stiffness and furtherdecreasing of tire weight are needed. Thus, it is aimed to provide apneumatic tire that enables both of improving of tire stiffness anddecreasing of tire weight so as to achieve high maneuverability.

In course of further investigation, the inventor has conceived that:omittable is the reinforcing layer in the sidewalls other than thecarcass plies when to achieve sufficient tire stiffness. Based on thisconception, following radial tire construction has been investigated:two carcass plies biased or inclined in opposite directions areoverlapped with each other and their turned up parts biased in oppositedirections are overlapped with each other; and each of the carcass pliesextends inward beyond fringes of the belt layer region (“ultra-highturned up construction”). Namely, a very simple construction omittingthe reinforcing layer other than the carcass plies is investigated so asto achieve a required stiffness. Moreover, in order to achieve furtherdecreasing of weight of the tire, center region is omitted to only oneof the carcass plies so that such one carcass ply is omittedsubstantially in an entire region extending between the tire beadportions, or particularly in an entire region extending along inner faceof the tire. As a result, unexpectedly achieved are: the decreasing ofweight and required lateral stiffness as well as maneuvering stabilitybased on such lateral stiffness.

According to the invention, a tire having both of high stiffness andlight weight is obtained; and resultantly achieved are highmaneuverabilities such as turning maneuverability, braking performanceand straight-traveling performance.

In preferred embodiments, the turned-up part of the first carcass plyextends beyond a turned-up end of the second carcass ply, further inwardin a tire-width direction, to form a jetty portion. More preferably,inclination of cords in the jetty portion is larger than that in otherparts of the first carcass ply. In a preferred embodiment, the secondcarcass ply is arranged at outside of the first carcass ply.Nevertheless, in some occasions, the second carcass ply may be arrangedat between the tire-inner-face part and the turned-up part of the firstcarcass ply.

According to a tire of the invention, turned-up ends of both of thefirst and second carcass plies are extended up to positions inner thanthe fringes of the belt layer, in tire-width direction. In this way,stiffness of the tire in lateral direction (tire-width direction) isimproved; and stiffness of the tire is rendered to be uniform inbuttress portions, each of which extends from upper end of the tire beadportion up to fringes of the tire. The buttress portions would beregions serving for exhibiting flexibility of the tire. Becausestiffness is thus uniform in the regions for undertaking deformation ofthe tire, local concentration of deformation is avoided; and this isadvantageous for achieving the maneuvering stability, riding comfort anddurability.

In preferred embodiments, cords forming the first carcass ply and cordsforming the second carcass ply are both designed to have inclination tothe tire-circumferential direction, in a range of 60° to 85°. This rangeis advantageous in achieving of the stiffness by way of the semi-radialconstruction. The cords forming the plies are, for examples, formed of apolyester resin such as polyethylene terephthalate, or of a polyamideresin such as either of various Nylon resins.

In preferred embodiments, the first carcass ply in the tire is resultedby that: a sheet comprised of cords having substantially uniforminclination or bias is wound around the tire bead portion; andresultantly, inclination of the cords in a part extending along innertire's inner face, or tire-inner-face part, is in an opposite side withrespect to the tire's radial direction, vis-à-vis inclination of thecords in the turned-up part. Subsequently, at a time the second carcassply is overlaid on outer face of the turned-up part of the first carcassply, the cords of the second carcass ply are arranged to haveinclination in an opposite side with respect to the tire's radialdirection, vis-à-vis inclination of the cords in the turned-up part.

Hence, in a preferred embodiment, the cords in the tire-inner-face partof the first carcass ply are in parallel or substantially in parallelwith the cords in the second carcass ply. Deviation of inclination ofthe cords between the tire-inner-face part and the second carcass ply ispreferably not more than 10 degrees, and more preferably not more than 5degrees. In this way, throughout whole of the buttress portions of thetire, the layers having the cords are overlapped as contacted with eachother in a manner that the cords are arranged as crossing between thecontacted layers. Thus, the lateral stiffness of the tire has been ableto be improved to a maximum.

In preferred embodiments, turned-up end of the first carcass ply comesinner in tire-width direction, than turned-up end of the second carcassply. Thus, in vicinity of the fringes of the belt layer, there is aband-shaped jetty portion of the turned-up part of the first carcassply, which forms a two-layer lamination in absence of the second carcassply, together with the tire-inner-face part of the first carcass ply. Ina particularly preferred embodiments, inclination of the cords in thejetty portion of the turned-up part, with respect to the tire-radialdirection, is larger than that in remaining of the turned-up part.Preferably, inclination of the cords in the remaining of the turned-uppart is in a range of 60 to 85 degrees with respect to thetire-circumferential direction while inclination of the cords in thejetty portion in a range of 20 to 55 degrees, more preferably in a rangeof 30 to 50 degrees, with respect to the tire-circumferential direction.By such construction of the jetty portion, distribution of stiffnessaround fringes of the tire tread is able to be made as more uniform; andmaneuverability is able to be further improved. In a preferredembodiment, deflection of the cords in the jetty portion, with respectto the cords in other part of the turned-up part of the first carcassply, is in a range of 15 to 45 degrees, more preferably in a range of 20to 40 degrees.

EXAMPLES

Examples of the invention are explained in following and are by no wayconstrued to restrict the invention.

On first hand, in conjunction with FIGS. 1-2, it is explained aconstruction of a tire according to Example 4, which is shown in testresults at far below. As shown in FIG. 1, carcass layer in the pneumatictire 10 of the Example is formed of: a first carcass ply 1 and a secondcarcass ply 13; and no other reinforcing layer of cords is included insidewalls of the tire. The first carcass ply is not omitted in centerregion and thus is formed of: a tire-inner-face part 11 that extendsalong inner face of the tire as to span between tire beads 25; andturned-up parts 12, each of which extends from the tire beads 25 to aside of the tire tread 33. In an illustrated example, each of theturned-up parts 12 is in direct contact with the tire-inner-face part 11as the contact starting from a point that is slightly distanced from atip of a bead filler 27 toward a tire shoulder 28. Meanwhile, a“turned-up end” 16, which means an end of the turned-up part 12 on innerside in tire-width direction, is distanced from a fringe 14 of the beltlayer 2, by a predetermined distance D1, which is taken along anycurvature of the plies in tire radial direction. In a tire for afour-wheel vehicle, the distance D1 is preferably in a range of 10 mm to40 mm; and the turned-up end 16 is preferably distanced from equatorialplane of the tire by more than 50 mm.

The second carcass ply 13 has a center region omission, by which a wholepart extending along the inner face of the tire is omitted. In anillustrated example, an end 15 of the second carcass ply 13, on a sideof the tire bead 25, is positioned on an end of inner face of the tire.Namely, the second carcass ply 13 extends to surely cover whole of apart sandwiched between a bead core 26 of the tire bead 25 and a rim ofa wheel. Meanwhile, the second carcass ply 13 extends up to a positionin a vicinity of the fringe 24 of the belt layer 24. Namely, a“turned-up end” 14 of the second carcass ply 13 is positioned inner thanthe fringe 24, in the tire-width direction, as distanced from the fringe24 preferably by a dimension in a range of 5 mm to 40 mm. Thus, a loadbearing structure is formed by that: the turned-up part 12 of the firstcarcass ply 1 and the second carcass ply 13 are surely spanned from thetire bead 25 to a fringe portion of the belt layer 2. In particular,only three layers for reinforcing are arranged in the tire sidewalls 29so that a strong load bearing structure is formed by a minimumconfiguration. Meanwhile, in an illustrated example, the belt layer 2 isformed of two layers of belt plies 21 and 22; and a cap ply 23 coversouter face of the belt layer 2. Nevertheless, the fringe 24 of the beltlayer is meant to be a fringe of the belt ply 21 that extends moreoutwardly than the other belt ply, in the tire-width direction, byneglecting the cap ply 23.

In this embodiment, the turned-up end 14 of the second carcass ply 13 ispositioned between the fringe 24 of the belt layer 2 and the turned-upend 16 of the first carcass ply 1. In a preferred embodiments of thetire for a four-wheel vehicle, a dimension D2 from the fringe 24 of thebelt layer 2 to the turned-up end 14 of the second carcass ply 13 is ina range of 5 mm to 20 mm, which is taken along any curvature of theplies in tire radial direction; and a ratio to this dimension D2 of adimension D1 from the fringe 24 of the belt layer 2 to the turned-up end16 of the first carcass ply 1 is in a range of 1.5 to 2.5.

In following, explained is a laminate configuration of ply layers in atire buttress portion; particularly explained is an example of concreteconfiguration in respect of orientations of the cords in the ply layers.In an illustrated example that matches Example 4 at far below, the cords11A in the tire-inner-face part 11 are arranged in parallel with thecords 13A in the second carcass ply 13; and the cords 11A and 11B inboth of these ply layers are inclined with respect to thetire-circumferential direction, by 70°. Meanwhile, in the turned-up part12 sandwiched between the tire-inner-face part 11 and the second carcassply 13, the cords 12A are inclined reversely to inclination of the cords11A and 11B in the other ply layers, with respect to thetire-circumferential direction, by 70°. Consequently, the cords in oneply layer are arranged to cross the cords in next ply layer that is indirect contact with the one ply layer.

As shown in FIG. 2, the turned-up part 12 has a jetty portion 12B asprotruded from the turned-up end 14 of the second carcass ply 13; andorientation of the cords 12A in the jetty portion 12B differs from thatin remaining part of the turned-up part 12. Namely, orientation of thecords 12A is in a manner that the cords 12A are deflected by 30° oncoming out from a part covered by the second carcass ply 13. As seenfrom FIG. 2, by such deflection, increased is a density of the cords inthe tire-width direction, that is, number of the cords counted in acertain dimension in the tire-width direction. Hence, by suchdeflection, increased is reinforcing effect by the cords in a regionhaving only two ply layers.

In following, explained are detailed tests and their results. A tire ofExample 4 at below is the tire illustrated in FIGS. 1-2 and described atabove. In Example 3 and Example 2, modification from Example 4 is madeonly in following: orientation of the cords 12A in the jetty portion 12Bof the first carcass ply 1 is modified to 30° with respect to thetire-circumferential direction in Example 3; and is modified to 70° inExample 2 to have same orientation with the other ply layer. Meanwhile,in Example 1, modification from the Example 2 is made only in following:the position of the turned-up end 16 of the first carcass ply 1 and theposition of the turned-up end 14 of the second carcass ply 13 areinterchanged with each other.

In Example 5, modification from the Example 1 is made only in following:orientation of the cords is 40° with respect to the tire-circumferentialdirection, only in a 10-mm width end portion of the turned-up part 12,which begins at the fringe 24 of the belt layer 2 and ends at theturned-up end 16 of the first carcass ply 1.

In Comparative example 1, modification from the Example 1 is made onlyin following: orientation of the cords are in radial direction of thetire in both of the first and second carcass plies 1 and 13; and theturned-up end 16 of the first carcass ply 1 is withdrawn beyond thefringe 24 of the belt layer 2 so as to be distanced by 20 mm from thefringe 24.

In Comparative example 2, modification from the Example 1 is made onlyin following: the turned-up end 16 is withdrawn beyond the fringe 24 ofthe belt layer 2 so as to be distanced by 20 mm from front the fringe24. In Comparative example 3, modification from the Comparative example2 is made only in following: orientation of the cords in the secondcarcass ply 13 is same with that in the tire-inner-face part 11. InComparative example 3, modification from the Example 1 is made only infollowing: orientation of the cords in the second carcass ply 13 is samewith that in the tire-inner-face part 11.

Pneumatic tires dedicated to racing cars, which have a tire size of245/640R18, were prepared according to either of the examples by forminga green tire having above-mentioned construction, on a tire formingdrum, and then vulcanizing the green tire at 160° C. for 30 min.

<Tire stiffness> By use of a compression test machine, the tire wasloaded with 110% and 90% of standard load that is 710 kg, to measurevertical strains of the tire; and then average of these strains isdivided by the standard load to obtain a vertical stiffness. Meanwhile,the tire being subjected to the standard load in vertical direction wasfurther subjected to lateral load that is 30% of the standard load tomeasure lateral strains of the tire; and then average of these strainsis divided by the lateral load to obtain a lateral stiffness of thetire. The vertical and lateral stiffness's are expressed by indicesassuming each value obtained for the Comparative example 1 as 100. Thelarger the index, the higher the stiffness.

<Maneuvering stability> The tires for testing are mounted on a vehicle;and turning, braking and straight-traveling are performed. Then, overallperformances were evaluated with sensory evaluation by drivers.Evaluation results are expressed by indices assuming each value obtainedfor the Comparative example 1 as 100. The larger the index, the higherthe maneuvering stability.

TABLE 1 Com. Com. Com. Com. Ex. 1 Ex. 2 Ex. 3 Ex. 4 Ex. 1 Ex. 2 Ex. 3Ex. 4 Ex. 5 Tire-inner-face part 11 Inclined to right (R) or left (L) —R R R R R R R R Inclination angle (°) 90 70 70 70 70 70 70 70 70Turned-up part 12 Inclined to right or left — L L L L L L L LInclination angle (°)** 90 70 70 70 70 70 70/50 70/40 70/40 Turned-upend 16 (mm)* 20 20 20 −10 −10 −20 −20 −20 −10 Second ply 13 Inclined toright or left — L R L R R R R R Inclination angle (°) 90 70 70 70 70 7070 70 70 Turned-up end 14 (mm)* −20 −20 −20 −20 −20 −10 −10 −10 −20 Tirestiffness Vertical 100 110 112 111 113 113 114 115 113 Lateral 100 110112 111 114 114 115 116 114 Maneuvering stability 100 102 103 103 104105 106 106 105 *Position of the turned-up end is expressed as adistance (mm) from the fringe 24 of the belt layer 2, assuming aspositive direction, a direction to a side of the tire bead as departingfrom the fringe. A minus value indicates a span within the belt layer asextending from the fringe toward center of the belt layer. **“70/50” or“70/40” indicates that orientation of the cords in the jetty portion is50° or 40°, respectively, while orientation of the cords in remainingpart is 70°.

Performances of a tire of Comparative example 1, including the tirestiffnesses and the maneuvering stability, are almost equivalent tothose of a typical and conventional tire for a racing car. Comparativeexample 2 is for a tire modified from Comparative example 1 as to have aradial tire arrangement and have orientation of the cords in the secondcarcass ply 13 same as that in the turned-up part 12. Resultantly, inComparative example 2, although tire stiffnesses in vertical and lateraldirections were considerably increased, improvement of the maneuveringstability was not remarkable as increases of the tire stiffnesses.

Comparative example 3 is for tire modified from Comparative example 2 asto make the cords in the second carcass ply 13 cross the cords in theturned-up part 1; and resultantly, tire stiffnesses in vertical andlateral directions were further improved and the maneuvering stabilitywas slightly improved. Meanwhile, Comparative example 4 is for a tiremodified from Comparative example 2 as to extend the turned-up end 16 upto fringe portion of the belt layer; and resultantly, obtained wereperformances almost in a same level as Comparative example 3.

In Example 1, the cords are crossed as in Comparative example 2 and theturned-up end 16 of the first carcass ply is extended to fringe portionof the belt layer; and resultantly, the tire stiffnesses were improvedas compared with each of Comparative examples 2 and 3, and themaneuvering stability was further improved. Thus, the tire of Example 1would be remarkably superior in performances, to the conventional andtypical tire for a racing car.

In Example 2, the jetty portion 12B is provided on the turned-up part 12as in FIG. 1 as modified from Example 1; and resultantly, themaneuvering stability was slightly improved whereas the tire stiffnesseswere same, as compared with Example 1. In Examples 3 and 4, the cords inthe jetty portions 12 are inclined with smaller angles with respect tothe tire-circumferential direction than in the remaining part as in FIG.2; and resultantly, most excellent performances were obtained in respectof the tire stiffnesses and of the maneuvering stability. Almost nosignificant difference was found between Example 3, which has 50° ofcord inclination in the jetty portion 12, and Example 4 that has 40° ofthe cord inclination. Nevertheless, Example 4 was considered to beslightly superior in the tire stiffnesses, to Example 3.

In Example 5, positions of the turned-up ends 14 and 16 are same asthose in Example 1 and a region in vicinity of the turned-up end 16 ofthe turned-up part 12 is constructed as in Example 4; and resultantly,performances as same as Example 4 were obtained.

The invention is applicable to tires mounted on a racing car or otherpassenger vehicle.

REFERENCE NUMERALS

-   1 First carcass ply;-   10 Pneumatic tire;-   11 Tire-inner-face part of the first carcass ply;-   11A, 12A, 13A cords of carcass plies;-   12 Turned-up part of the first carcass ply;-   12B Jetty portion;-   13 Second carcass ply;-   14 Turned-up end of the second carcass ply;-   15 End of the second carcass ply on a side of tire bead;-   16 Turned-up end of the first carcass ply;-   2 Belt layer;-   21 First belt ply;-   22 Second belt ply;-   23 Cap ply;-   25 Tire bead;-   26 Bead core;-   27 Bead filler;-   28 Tire shoulder;-   29 Sidewall;-   31 Equatorial plane of the tire;-   32 Tire-circumferential direction;-   33 Tire tread;-   D1, D2 Distance from fringe of the belt layer.

What is claimed is:
 1. A pneumatic tire, comprising: a belt layer; twobead portions, each bead portion comprising a bead core having anaxially inner face and an axially outer face; a first carcass parallelcord ply that is comprised of a tire-inner-face part extending along theinner face of the tire to span between the axially inner faces of therespective bead cores and turned-up parts extended as turned up from theaxially outer faces of the respective bead cores up to inside beyondfringes of the belt layer; and a second carcass parallel cord ply thatis omitted along the inner face of the tire at between the axially innerfaces of the respective bead cores and extends as being turned up fromthe axially outer faces of the respective bead cores up to inside beyondfringes of the belt layer; and the parallel cords forming thetire-inner-face part, the turned-up parts and the second carcass plyhaving an inclination to the radial direction of the tire; and thedirection of the inclination of the cords being alternated in respect ofleftward or rightward, between two adjacent ones of the tire-inner-facepart, the turned-up parts and the second carcass ply, wherein the firstcarcass ply has a jetty portion, which is further protruded from therespective turned-up end of the second carcass ply inward along thetire-width direction, and wherein the cords in the jetty portion have alarger inclination with respect to the tire radial direction than in theremaining part of the first carcass ply.
 2. The pneumatic tire accordingto claim 1, wherein deflection of the cords in the jetty portion withrespect to the cords in the remaining part of the respective turned-uppart of the first carcass ply is in a range of 15 to 45 degrees.
 3. Apneumatic tire, comprising: a belt layer; two bead portions, each beadportion comprising a bead core having an axially inner face and anaxially outer face; a first carcass parallel cord ply that is comprisedof a tire-inner-face part extending along the inner face of the tire tospan between the axially inner faces of the respective bead cores andturned-up parts extended as turned up from the axially outer faces ofthe respective bead cores up to inside beyond fringes of the belt layer;and a second carcass parallel cord ply that is omitted along the innerface of the tire at between the axially inner faces of the respectivebead cores and extends as being turned up from the axially outer facesof the respective bead cores up to inside beyond fringes of the beltlayer; and the parallel cords forming the tire-inner-face part, theturned-up parts and the second carcass ply having an inclination to theradial direction of the tire; and the direction of the inclination ofthe cords being alternated in respect of leftward or rightward, betweentwo adjacent ones of the tire-inner-face part, the turned-up parts andthe second carcass ply, wherein the first carcass ply has a jettyportion, which is further protruded from the respective turned-up end ofthe second carcass ply inward along the tire-width direction, andwherein the inclination of the cords with respect to thetire-circumferential direction is in a range of 20 to 55 degrees in thejetty portion, and is in a range of 60 to 85 degrees in the remainingpart of the first carcass ply.